Control and operation of power distribution system

ABSTRACT

Provided herein is a power distribution system comprising a main power bus, sub-buses coupled to the main power bus, and a controller. The sub-buses provide power to electrical components of a vehicle. Each of the sub-buses includes an electrically programmable fuse in series with a relay. The controller is configured to detect a fault in a sub-bus of the sub-buses, determine a fault type associated with the fault, and in response to determining the fault type, generate a command to cause the relay to change a relay state.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. application Ser. No.17/039,810, filed Sep. 30, 2020, the contents of which are incorporatedherein by reference in its entirety.

BACKGROUND

Electrical components associated with autonomous or semi-autonomousvehicles such as sensors, communication devices, computing devices, andinfotainment devices require a steady supply of power so theseelectrical components can operate reliably. Under conventionalapproaches, power needed to operate these electrical components can beprovided by one or more vehicle batteries. In general, vehicle batteriesare based on lead acid battery chemistry and are mainly designed for usein combustion engine vehicles. These vehicle batteries generally canlast anywhere from two to five years, depending on loads, before needinga replacement. However, vehicle batteries, when used in autonomousvehicles, generally have a much shorter life span because loadsassociated with autonomous vehicles are much higher than those ofcombustion engine vehicles. As such, vehicle batteries, when used inautonomous vehicles, may need frequent replacements which may interruptand/or compromise autonomous vehicles operations.

SUMMARY

Described herein, in various embodiments, is a power distribution systemthat may comprise OR-ing controllers or an OR-ing circuit configured toregulate operations or transmission of power from a main power pathincluding a main power supply and a backup power path including alow-voltage battery. The power may be transmitted to a main power busand sub-buses or channels coupled to the main power bus. Each of thesub-buses or channels may comprise a terminal or outlet through whichpower from the main power path or the backup power path is transmittedto a component. An inlet of the power distribution system may be coupledto the main power supply and/or the low-voltage battery. The powerdistribution system may further comprise a microcontroller configured toacquire data in each of the sub-buses such as voltage and current andcontrol operations associated with each of the sub-buses based on theacquired data.

In some embodiments, the power distribution system may comprise afeedback circuit. The feedback circuit may be configured to regulate avoltage of the main power path including the main power supply connectedin series with an electric power converter. The feedback circuit may beconnected to the main power path. In some embodiments, the feedbackcircuit may include a relay in series with a transistor. In someembodiments, the electric power converter comprises a direct current(DC)-to-DC converter. In some embodiments, the transistor comprises aN-Channel Metal Oxide Semiconductor Field Effect Transistor (MOSFET). Insome embodiments, the relay is disposed downstream with respect to theN-Channel MOSFET. In some embodiments, the feedback circuit isconfigured to determine whether the voltage from the DC-to-DC converteris below a threshold voltage and compensate for the voltage from theDC-to-DC converter in response to the voltage being below the thresholdvoltage.

In some embodiments, the OR-ing controllers comprise a second N-ChannelMOSFET. The OR-ing controllers may be configured to control a status ofand/or a transmission of power from the main power path and the backuppower path, such as, whether the main power bus obtains power from themain power path or the backup power path, with two groups having theaforementioned circuitry, or in other words, two groups having a same orsimilar circuitry that each include the N-Channel MOSFET.

In some embodiments, each of the sub-buses comprise a second relayconnected in series with an electrically programmable fuse (eFuse), theeFuse comprising a third N-Channel MOSFET, the eFuse configured toprotect each of the sub-buses from an inrush current, overcurrentcondition, or a short circuit.

In some embodiments, the microcontroller is configured to furthercontrol a status of the second relay in a sub-bus of the sub-buses toswitch from an open state to a closed state before the third N-ChannelMOSFET in the sub-bus is switched from an off state to an on state, orswitch from a closed state to an open state after the third N-ChannelMOSFET is switched from an on state to an off state.

In some embodiments, the relay is disposed upstream of the eFuse.

In some embodiments, the microcontroller is configured to detect whetherthe eFuse is shut down, and in response to detecting the eFuse is shutdown, attempt to turn on the eFuse.

In some embodiments, the OR-ing controllers comprise an integratedcircuit (IC) comprising an anode pin connected to a source of the secondN-Channel MOSFET and a cathode pin connected to a drain of the secondN-Channel MOSFET. In some embodiments, the OR-ing controllers areconfigured to implement a reverse polarity protection circuit byswitching the second N-Channel MOSFET to an off state from an on statein response to a reverse current condition being detected across theanode pin and the cathode pin of the second N-Channel MOSFET.

In some embodiments, the second N-Channel MOSFET is connected to anideal diode rectifier. The ideal diode rectifier may comprise an anodepin connected to a source of the N-Channel MOSFET and a cathode pinconnected to a drain of the N-Channel MOSFET, the ideal diode rectifierbeing configured to implement a reverse polarity protection circuit byswitching the second N-Channel MOSFET to an off state from an on statein response to a reverse current condition being detected across theanode pin and the cathode pin of the second N-Channel MOSFET.

In some embodiments, the microcontroller is configured to monitor avoltage, a current, and a temperature associated with each of thesub-buses.

Various embodiments of the present disclosure provide a method ofoperating a power distribution system as described above.

The method may comprise steps including, regulating, by OR-ingcontrollers or an OR-ing circuit, operations or transmission of power toa main power bus and sub-buses coupled to the main power bus, from themain power path and a backup power path including a low-voltage battery.The method may comprise, transmitting, through the sub-buses, the powerto components through terminals or outlets of the sub-buses. The methodmay comprise, acquiring, by a microcontroller, data in each of thesub-buses such as voltage and current, and controlling operationsassociated with the transmission of the power in each of the sub-busesbased on the acquired data.

In some embodiments, the method comprises regulating, by a feedbackcircuit, a voltage of the main power path including the main powersupply connected in series with an electric power converter. Thefeedback circuit may be the same or similar to that as described abovewith respect to the power distribution system. In some embodiments, theregulating the voltage comprises determining, by the feedback circuit,whether the voltage from the electric power converter is below athreshold voltage and compensating for the voltage from the electricpower converter in response to the voltage being below the thresholdvoltage.

In some embodiments, the OR-ing controllers are the same or similar tothe OR-ing controllers as described above.

In some embodiments, the OR-ing controllers comprise a diode and asecond N-Channel MOSFET. The method may further comprise, controlling,by the OR-ing controllers, a status and/or a transmission of power fromthe main power path and the backup power path, such as, whether the mainpower bus obtains power from the main power path or the backup powerpath.

In some embodiments, each of the sub-buses have same or similarcomponents as described above.

In some embodiments, the method further comprises switching, by themicrocontroller, a relay in a sub-bus of the sub-buses from an openstate to a closed state before switching an eFuse or a N-Channel MOSFETassociated with the eFuse in the sub-bus from an off state to an onstate. In some embodiments, the method may further comprise connecting,in each of the sub-buses, the relay in series with the eFuse; andprotecting, by the eFuse, each of the sub-buses from an inrush current,overcurrent condition, or a short circuit.

In some embodiments, the method further comprises switching, by themicrocontroller, the relay in a sub-bus of the sub-buses from a closedstate to an open state after switching the eFuse or the N-Channel MOSFETassociated with the eFuse in the sub-bus from an on state to an offstate. In some embodiments, the method further comprises detecting, bythe microcontroller, whether the eFuse is shut down; and in response todetecting the eFuse is shut down, attempting to turn on the eFuse.

In some embodiments, the OR-ing controllers may be same or similar tothose described above. In some embodiments, the method further comprisesimplementing, by the OR-ing controllers, a reverse polarity protectioncircuit by switching a N-Channel MOSFET associated with the OR-ingcontrollers to an off state from an on state in response to detecting areverse current condition across the anode pin and the cathode pin ofthe N-Channel MOSFET associated with the OR-ing controllers.

In some embodiments, the method further comprises monitoring, by themicrocontroller, a voltage, a current, and a temperature associated witheach of the sub-buses.

Described herein, in various embodiments, is a power distribution systemcomprising a main power bus, sub-buses coupled to the main power bus,and a controller. The sub-buses can provide power to electricalcomponents of a vehicle. Each of the sub-buses can include anelectrically programmable fuse (eFuse) in series with a relay. Thecontroller can be configured to detect a fault in a sub-bus of thesub-buses, determine a fault type associated with the fault, and inresponse, generate a command to cause the relay to change a relay state.

In some embodiments, the eFuse can comprise a transistor and atransistor controller. The transistor controller can be configured togenerate a first voltage bias to the transistor to cause the transistorto be in an on state. The first voltage bias can cause current to flowfrom the main power bus to a sub-bus through the transistor. The currentthrough the transistor can be monitored by the transistor controller. Inresponse to the current exceeding a threshold value, a second voltagebias to the transistor can be generated by the transistor controller tocause the transistor to be in an off state. The second voltage bias cancease the current through the transistor. A telemetry signal can begenerated. The telemetry signal can indicate a change in a transistorstate.

In some embodiments, the controller can detect the fault in the sub-busbased on the telemetry signal received from the transistor controller.The telemetry signal can indicate the transistor changed from the onstate to the off state.

In some embodiments, the controller can determine the fault typeassociated with the fault based on the change in the transistor state.The fault type can be an overcurrent condition.

In some embodiments, the relay state can be an open relay state.

In some embodiments, the controller can be further configured togenerate a second command to cause the relay to change from the relaystate to a second relay state. A third command can be generated to causethe eFuse to clear the fault.

In some embodiments, the second relay state can be a closed relay state.

In some embodiments, the third command can cause the transistorcontroller of the eFuse to generate the first voltage bias to thetransistor to cause the transistor to be in the on state.

In some embodiments, the power distribution system can further compriseoutput power ports or terminals. Each of the output power ports orterminals can correspond to a sub-bus of the sub-buses.

In some embodiments, the output power ports can comprise one or moredifferent connector types through which power to the electroniccomponents of the vehicle can be distributed.

In some embodiments, the electrical components of the autonomous vehiclecan include groups of: radars, cameras, light detection and ranging(LiDAR) sensors, global positioning system (GPS) devices, communicationdevices, computing devices, and in-cabinet infotainment devices.

In some embodiments, each group of the electronic components can receivepower from a sub-bus of the sub-buses.

In some embodiments, the power distribution system can further compriseone or more temperature sensors and one or more fans. The controller isfurther configured to monitor temperatures associated with the powerdistribution system using the one or more temperature sensors, andgenerate an activation command to activate the one or more fans inresponse to one of the temperatures exceeding a threshold value.

In some embodiments, the one or more fans can draw power from a sub-busof the sub-buses.

In some embodiments, the power distribution system can further comprisean input power port configured to receive power from a primary powersource and a redundant power source and communication ports. The inputpower port can be connected to the main power bus. At least one of thecommunication ports can enable the controller to communicate tocomputing devices of the vehicle over a local network.

These and other features of the apparatuses, systems, methods, andnon-transitory computer readable media disclosed herein, as well as themethods of operation and functions of the related elements of structureand the combination of parts and economies of manufacture, will becomemore apparent upon consideration of the following description and theappended claims with reference to the accompanying drawings, all ofwhich form a part of this specification, wherein like reference numeralsdesignate corresponding parts in the various figures. It is to beexpressly understood, however, that the drawings are for purposes ofillustration and description only and are not intended as a definitionof the limits of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

Certain features of various embodiments of the present technology areset forth with particularity in the appended claims. A betterunderstanding of the features and advantages of the technology will beobtained by reference to the following detailed description that setsforth illustrative embodiments, in which the principles of the inventionare utilized, and the accompanying drawings of which:

FIG. 1A illustrates an example power distribution system within avehicle, according to an embodiment of the present disclosure.

FIG. 1B illustrates an exemplary power distribution system, according toan embodiment of the present disclosure.

FIG. 2 illustrates an exemplary power distribution system, in accordancewith various embodiments of the present disclosure.

FIG. 3 illustrates an exemplary OR-ing controller or circuit, inaccordance with various embodiments of the present disclosure.

FIG. 4 illustrates an exemplary power source selection module, inaccordance with various embodiments of the present disclosure.

FIG. 5 illustrates an exemplary electrically programmable fuse, inaccordance with various embodiments of the present disclosure.

FIG. 6 illustrates an exemplary electrically programmable fuse, inaccordance with various embodiments of the present disclosure.

FIG. 7 illustrates a simulation result of a power source selectionmodule, in accordance with various embodiments of the presentdisclosure.

FIG. 8A illustrates an exemplary power distribution system, inaccordance with various embodiments of the present disclosure.

FIG. 8B illustrates an exemplary diagram of an implementation of a powerdistribution system, according to an embodiment of the presentdisclosure.

FIG. 9A illustrates a wake sequence of a power distribution system, inaccordance with various embodiments of the present disclosure.

FIG. 9B illustrates a boot sequence of a power distribution system, inaccordance with various embodiments of the present disclosure.

FIG. 9C illustrates a sleep sequence of a power distribution system, inaccordance with various embodiments of the present disclosure.

FIG. 10 illustrates a flowchart of a method, in accordance with variousembodiments of the present disclosure.

FIG. 11 is a block diagram that illustrates a computer system upon whichany of embodiments described herein may be implemented.

DETAILED DESCRIPTION

Electrical components associated with autonomous or semi-autonomousvehicles such as sensors, communication devices, computing devices,infotainment devices, etc. require a steady supply of power so theseelectrical components can operate reliably. Under conventionalapproaches, power needed to operate these electrical components can beprovided by one or more vehicle batteries (e.g., 12 volt car batteries).For example, a light detection and ranging sensor and other sensors ofan autonomous vehicle can be powered by one or more vehicle batteriesarranged in a parallel configuration. In general, vehicle batteries arebased on lead acid battery chemistry and are mainly designed for use incombustible engine vehicles. These vehicle batteries generally can lastanywhere from two to five years, depending on loads, before needing areplacement. However, vehicle batteries, when used in autonomousvehicles, generally have a much shorter life span because loadsassociated with autonomous vehicles are much higher than those ofcombustion engine vehicles. For example, vehicle batteries in anautonomous vehicle need to provide power to sensors such as lightdetection and ranging (LiDAR) sensors, communication devices, computingdevices, and navigation devices, which a combustion engine vehicle mayor may not have. As such, vehicle batteries, when used in autonomousvehicles, may need frequent replacements and thus may lead to undesiredinterruptions to autonomous vehicle operations.

Described herein is a solution that addresses the problems describedabove. Autonomous vehicles can be based on electric or hybrid vehicleplatforms. Electric or hybrid vehicles can include high-voltage,high-capacity drivetrain batteries (e.g., electric vehicle or “EV”batteries) which are used to propel the electric or hybrid vehiclesthrough electrical drivetrains (e.g., electric motors). These drivetrainbatteries, unlike vehicle batteries, are designed to handle much largerloads, to be able to power more electronic components, and can last muchlonger before needing replacements. In various embodiments, a powerdistribution system can be implemented for a vehicle that is basedeither on an electric or hybrid vehicle. In some examples, the powerdistribution system 108 may be placed in a trunk of the vehicle. Thepower distribution system can include a main power bus and a pluralityof sub-buses coupled or connected to the main power bus. The powerdistribution system can distribute power from drivetrain batteries ofthe autonomous vehicle to electronic components associated with theautonomous vehicle through the main power bus and the plurality ofsub-buses. The power distribution system can reliably and safely supplycontinuous power to electronic components of a vehicle such as sensors,communication devices, computers, monitors, heaters, fans, lighting,power steering, infotainment systems, air conditioning, anddrive-by-wire components in vehicles. The power distribution system candetect and stop current flow in response to potentially unsafeconditions, such as an overload current, short circuit, or inrushcurrent may be prevented.

In some embodiments, the main power bus and the plurality of sub-busescan include a relay and an electrically programmable fuses (eFuse) ineach of the main power bus and the plurality of sub-buses. The relay andthe eFuse can provide protection against an overcurrent event. Forexample, in response to an overcurrent event on a voltage bus, an eFuseof the power bus may, in response, turn off (“pop the fuse”), therebystopping the overcurrent event. Alternatively or in addition, in thisexample, a relay of the voltage bus may, in response, change to an openstate to stop the overcurrent event.

In some embodiments, the power distribution system can include acontroller such as a microcontroller. The controller can be configuredto control and monitor various aspects associated with the main powerbus and the plurality of sub-buses (e.g., voltage or power buses). Forexample, the controller can generate commands to turn on or off variouselectronic circuits of the power distribution system. In some examples,the controller can enable or disable a sub-bus through which power is tobe provided by turning on or off an eFuse and/or a relay in-line withthe sub-bus. As another example, the controller can receive telemetrysignals (e.g., data) from various electronic circuits of the powerdistribution system. For instance, the controller can receive voltageand current readings of the main power bus and/or the plurality ofsub-buses.

In some embodiments, the power distribution system can include a powersource selection module. The power source selection module can select apower source, from a plurality of power sources, or a power path, tocouple or connect to the main power bus. In one embodiment, the powersource selection module may select from a main power path or a backuppower path to supply power to the main power bus. The main power pathmay include a main power source, such as drivetrain batteries, and becoupled or connected to an electric power converter (e.g., a step-downconverter). In another embodiment, the power source selection module canbe configured to couple or connect a backup power path which may includeone or more low-voltage batteries such as vehicle batteries (e.g.,12-volt car batteries) to the main power bus. In some embodiments, thepower source selection module can be implemented using OR-ingcontrollers. In some embodiments, the power source selection module canbe controlled and monitored by the controller of the power distributionsystem. These and other features of the power distribution system willbe discussed in further detail below.

FIG. 1A illustrates an example power distribution system 110 in avehicle 101, according to an embodiment of the present disclosure. InFIG. 1A, the vehicle 101 may be an autonomous or semi-autonomousvehicle. The vehicle 101 may include sensors such as Lidar sensors 102,radar sensors 104, cameras 106, GPS, sonar, ultrasonic, IMU (inertialmeasurement unit), accelerometers, gyroscopes, magnetometers, and FIR(far infrared) sensors to detect and identify objects in a surroundingenvironment. The sensor data may comprise pictorial or image data suchas pictures or videos, audio data, audiovisual data, atmospheric datasuch as temperature, pressure, elevation, velocity, acceleration, and/orlocation data, captured in either real-time or with a time delay. Forexample, the Lidar sensors 102 can generate a three-dimensional map ofthe environment. The Lidar sensors 102 can also detect objects in theenvironment. In another example, the radar systems 104 can determinedistances and speeds of objects around the vehicle 101, and may beconfigured for adaptive cruise control and/or accident avoidance andblind spot detection. In another example, the cameras 106 can captureand process image data to detect and identify objects, such as roadsigns, as well as deciphering content of the objects, such as speedlimit posted on the road signs. Such objects may include, but notlimited to, pedestrians, road signs, traffic lights, and/or othervehicles, for example. In some embodiments, the cameras 106 canrecognize, interpret, and analyze road signs including speed limit,school zone, construction zone signs and traffic lights such as redlight, yellow light, green light, and flashing red light. The vehicle101 can also include myriad actuators to propel and navigate the vehicle101 in the surrounding. Such actuators may include, for example, anysuitable electro-mechanical devices or systems to control a throttleresponse, a braking action, a steering action, etc. In some embodiments,based on image data captured by the cameras 106, the vehicle 101 canadjust vehicle speed based on speed limit signs posted on roadways. Forexample, the vehicle 101 can maintain a constant, safe distance from avehicle ahead in an adaptive cruise control mode. In this example, thevehicle 101 maintains this safe distance by constantly adjusting itsvehicle speed to that of the vehicle ahead.

In various embodiments, the vehicle 101 may navigate through roads,streets, and/or terrain with limited or no human input. The word“vehicle” or “vehicles” as used in this paper includes vehicles thattravel on ground such as cars, trucks, and busses, but may also includevehicles that travel in air such as drones, airplanes, and helicopters,vehicles that travel on water such as boats, and submarines. Further,“vehicle” or “vehicles” discussed in this paper may or may notaccommodate one or more passengers therein. In general, the vehicle 101can effectuate any control to itself that a human driver can on aconventional vehicle. For example, the vehicle 101 can accelerate,brake, turn left or right, or drive in a reverse direction just as ahuman driver can on the conventional vehicle. The vehicle 101 can alsosense environmental conditions, gauge spatial relationships betweenobjects and the vehicle 101, detect and analyze road signs just as thehuman driver. Moreover, the vehicle 101 can perform more complexoperations, such as parallel parking, parking in a crowded parking lot,collision avoidance, without any human input.

The power distribution system 110 may comprise terminals 108 that eachconnect to an electrical component of the vehicle 101, such as, forexample, one of the Lidar sensors 102, one of the radar systems 104, oneof the cameras 106, or another electrical component that may consumeauxiliary loads such as a communication device, computer, monitor,heater, fan, lighting, power steering, infotainment system, airconditioning, or a drive-by-wire component. Each of the terminals 108may correspond to a sub-bus or a channel specifically programmed ordesigned to be connected or plugged in to a particular electricalcomponent. For example, one of the terminals 108 may be specificallyprogrammed to connect to a Lidar sensor 102 due to programmed electricalcharacteristics in that terminal, and connecting to another electricalcomponent may cause a failure or malfunction. In some examples, thepower distribution system 110 may be placed in a trunk of the vehicle101. The functions of the power distribution system 110 will bedescribed further in the subsequent figures.

FIG. 1B illustrates the exemplary power distribution system 110, inaccordance with various embodiments of the present disclosure. As shownin FIG. 1 , in some embodiments, the power distribution system 110 canbe coupled or connected to a main power supply or a primary power source120 and a low-voltage battery or a redundant power source 122 at inletsof the power distribution system 110 and a plurality of loads 130 a-130n at outlets of the power distribution system 110. The powerdistribution system 110 can be configured to distribute power eitherprovided by the primary power source 120 or the redundant power source122 to the plurality of loads 130 a-130 n. For example, the powerdistribution system 110 can distribute power provided by the primarypower source 120 to the load 130 a. As another example, the powerdistribution system 110 can distribute power provided by the primarypower source 120 to the load 130 b. As yet another example, the powerdistribution system 110 can distribute power provided by the redundantpower source 122 to the load 130 a.

In some embodiments, the power distribution system 110 can comprise apower source selection module 112, a main power bus 114, a plurality ofsub-buses 116 a-116 n, and a controller 118. The power source selectionmodule 112 can be coupled or connected to the primary power source 120and the redundant power source 122 at its inputs and the main power bus114 at its output. The power source selection module 112, in someembodiments, can be configured by the controller 118 to select a powersource to which to couple or connect to the main power bus 114. Forexample, the controller 118 can generate a command to the power sourceselection module 112 to connect the primary power source 120 to the mainpower bus 114. As another example, the controller 118 can generate acommand to the power source selection module 112 to connect theredundant power source 122 to the main power bus 114. In this way, thepower source selection module 112 can select either power provided bythe primary power source 120 or power provided by the redundant powersource 122 to distribute to the plurality of loads 130 a-130 n, throughthe main power bus 114 and the plurality of sub-buses 116 a-116 n. Insome embodiments, the power source selection module 112 can beimplemented using one or more OR-ing controllers. Details of the powersource selection module 112 will be discussed in further detail inreference to FIG. 4 herein.

In some embodiments, the main power bus 114 can comprise a metal barcapable of handling a total current rating of the power distributionsystem 110. For example, if the power distribution system 110 isdesigned to distribute 100 amps of current at 14 volts (e.g., a 14-voltvoltage bus), the metal bar must handle at least 100 amps of current. Insome embodiments, the plurality of sub-buses 116 a-116 n can comprisewires coupled or connected to the main power bus 114. For example, aplurality of wires can be soldered, bolted through a lug, or otherwiseterminated to the metal bar. In this example, each wire of the pluralityof wires can represent a sub-bus of the plurality of sub-buses 116 a-116n. A gauge or thickness of a wire can indicate current handlingcapability of the wire. In some embodiments, different sub-buses in theplurality of sub-buses 116 a-116 n can have different current ratings.For example, the sub-bus 116 a may have a current rating of 10 amps,while the sub-bus 116 b may have a current rating of 15 amps. In thisexample, the wire corresponding to the sub-bus 116 b may have a lowergauge and thickness than the wire corresponding to the sub-bus 116 abecause the sub-bus 116 b is designed to handle more current.

In some embodiments, the controller 118 can be configured to control andmonitor various aspects of the power distribution system 110. Thecontroller 118 can generate commands to turn on or off variouselectronic circuits of the power distribution system 110. For example,the controller 118 can enable or disable a sub-bus through which poweris to be distributed by turning on or off a transistor, an electricallyprogrammable fuse (eFuse), and/or a relay in-line or in series with thesub-bus. In some embodiments, the controller 118 can receive telemetry(e.g., data) from various electronic circuits of the power distributionsystem 110. For example, the controller 118 can receive voltage andcurrent readings of the main power bus 114 and/or the plurality ofsub-buses 116 a-116 n through transistors and eFuses associated with themain power bus 114 and/or the plurality of sub-buses 116 a-116 n. Asanother example, the controller 118 can receive telemetry signals fromthe power source selection module 112 indicating which power source thepower source selection module 112 had selected to distribute power tothe plurality of loads 130 a-130 n.

In some embodiments, the primary power source 120 can comprise anelectric power converter coupled or connected to drivetrain batteries ofan electric or hybrid vehicle. The drivetrain batteries are electricvehicle (EV) batteries that can be used to power an electricallocomotive (e.g., an electric motor) to propel the electric or hybridvehicle. The electric power converter can be configured to convertbattery terminal voltage of the drivetrain batteries to a voltagesuitable to power electronic components of the electric or hybridvehicle. For example, the electric power converter can be a step-down,direct current-to-direct current (DC-to-DC) converter that converts highvoltage of the drivetrain battery to a 14-volt voltage bus (e.g., a14-volt power bus). This 14 volt voltage bus can then be used to powerelectronic components, such as light detection and ranging (LiDAR)sensors, cameras, communication devices, and infotainment devices. Inone implementation, the electric power converter can be implementedbased on a switching power converter architecture, such a Buckconverter. In another implementation, the electric power converter canbe implemented using a linear voltage converter architecture.

In some embodiments, the redundant power source 122 can comprise aplurality of vehicle batteries. Unlike drivetrain batteries, vehiclebatteries are regular 12-volt batteries (e.g., car batteries) that arewidely used in combustion engine vehicles. These vehicle batteries canbe arranged in a parallel configuration to provide necessary power topower electronic components. In some embodiments, the redundant powersource 122 can comprise other types of batteries or power sources. Forexample, in some embodiments, an uninterrupted power supply (UPS) may beused in lieu of vehicle batteries. As another example, agasoline-powered electric power generator may be used as the redundantpower source 122.

In some embodiments, the plurality of loads 130 a-130 n can representvarious different electronic components that draw power from either theprimary power source 120 or the redundant power source 122 through thepower distribution system 110. For example, in some embodiments, thepower distribution system 110 can be implemented in an autonomousvehicle that is based on an electric or hybrid vehicle. The powerdistribution system 110, in this example, can be configured todistribute power from either drivetrain batteries or vehicle batteriesof the autonomous vehicle to power sensors, computing devices,communication devices of the autonomous vehicle. In this example, theplurality of loads 130 a-130 n can include the sensors, the computingdevices, and the communication devices. In general, depending on aspecific power distribution scheme of the power distribution system 110,one or more electronic components (e.g., loads) may be assigned orallocated to, in order to draw or receive power from, one or moresub-buses. For example, in one implementation, a LiDAR sensor (e.g.,load 130 a) may be assigned or allocated to, in order to draw or receivepower from, sub-bus 116 a and cameras (e.g., load 130 b) may be assignedor allocated to, in order to draw or receive power from, sub-bus 116 b.In another implementation, both the LiDAR sensor and the cameras may beassigned or allocated to, in order to draw or receive power from, thesame sub-bus. In general, assignment or allocation of loads toparticular sub-buses may be dependent on factors such as robustness,reliability, and fault-tolerant design of a power distribution system.The power distribution system 110 will discussed in further detailbelow.

FIG. 2 illustrates an exemplary power distribution system 200, inaccordance with various embodiments of the present disclosure. In someembodiments, the power distribution system 110 of FIG. 1 can beimplemented as the power distribution system 200. As shown in FIG. 2 ,in some embodiments, a main power source 210 (e.g., the primary powersource 120 of FIG. 1 ) may include a high-voltage battery (e.g., thedrivetrain batteries of FIG. 1 ) which may range from 24 volts to 800volts, inclusive. The main power source 210 may be coupled or connectedin series to an electric power converter 212. In some embodiments, theelectric power converter 212 may be a DC-to-DC converter that convertsbattery terminal voltage of the main power source 210 to a voltagesuitable for powering electronic components. For example, depending onvehicle types, the electric power converter 212 may convert the batteryterminal voltage of the main power supply 210 to either a 24-volt or14-volt voltage bus to power the electronic components. For instance, ifthe power distribution system 210 is designed to be implemented in afreight truck, the electric power converter 212 may convert the batteryterminal voltage of the main power supply 210 to a 24-volt voltage bus.If the power distribution system 210 is designed to be implemented in apassenger vehicle or light truck, the electric power converter 212 mayconvert the battery terminal voltage of the main power supply 210 to a14-volt voltage bus. In some embodiments, the power distribution system200 may additionally provide a 5-volt voltage bus which can be used indigital signal switching associated with the power distribution system220. In some embodiments, voltage provided to the electric powerconverter 212 may be fed into a main power path 214. In some cases, thevoltage provided by the electric power converter 212 may be regulated bya feedback circuit 216. The enabling or disabling of the feedbackcircuit 216 may be determined by a state of a transistor 218 connectedin series with and upstream of a relay 220. In some embodiments, thetransistor 218 may be a N-Channel Metal Oxide Semiconductor Field EffectTransistor (MOSFET) and/or may be a part of an electrically programmablefuse (eFuse). In some embodiments, the relay 220 may be a single pulldouble throw (SPDT) relay. Thus, if the relay 220 is in a closed stateand the transistor 218 is in an on state, the feedback circuit 216 maybe enabled. Otherwise, the feedback circuit 216 may be disabled.

In some embodiments, the feedback circuit 216 may detect or determinewhether an output voltage of the electric power converter 212 (i.e., aninput voltage of the power distribution system 200) is at a desiredvoltage (e.g., 14 volts or 24 volts). If the output voltage of theelectric power converter 212 falls below the desired voltage, the outputvoltage may be inadequate to supply power to electronic components suchas 238, 248, and 258. The feedback circuit 216 may then need tocompensate for the inadequate output voltage. For example, the feedbackcircuit 216 may provide a signal to the electric power converter 212that changes a duty cycle or a switching frequency associated with theelectric power converter 212 to bring the output voltage of the electricpower converter 212 back to the desired voltage.

In some embodiments, the power distribution system 200 may include abackup power path 224. The backup power path 224, along with the mainpower path 214, may be controlled by OR-ing controllers 226 (e.g., thepower source selection module 112 of FIG. 1 ), which will be describedin more detail in reference to FIG. 3 and FIG. 4 herein. The backuppower path 224 may automatically and seamlessly be configured to providepower to the electronic components 238, 248, and 258 when the main powerpath 214 is shut off from providing power, or is otherwise notoperational. The backup power path 224 may not provide power undernormal circumstances, when the main power path 214 is on and operatingproperly. The OR-ing controllers 226, therefore, can be configured toselect a power source with which to provide power to the electroniccomponents 238, 248, and 258. In some embodiments, the backup power path224 may be connected to an input power source such as a low-voltagebattery 222 (e.g., the vehicle batteries of FIG. 1 ). The input powersource 222 may have voltage ranging from 12 volts to 18 volts, in someexamples. In some embodiments, the input power source 222 may be a leadacid battery. In such a manner, the backup power path 224 and the mainpower path 214 may form a dual input power system without utilizing theinput power source 222 while the main power path 214 is successfullyrunning, thereby extending life of the input power source 222.

In some embodiments, the power distribution system 200 may include amain power bus 290 (e.g., a voltage bus). Power from either the mainpower path 214 or the backup power path 224 may be provided to channelsor sub-buses 230, 240, and 250 (e.g., the plurality of sub-buses of FIG.1 ) through the main power bus 290. The power distribution system 200through the main power bus 290 and the sub-buses 230, 240, and 250 cansupply or provide power to the electronic components 238, 248, and 258,respectively. The sub-bus 230 may include a relay 232 connected inseries with and upstream of an electrically programmable fuse (eFuse)234. The eFuse 234 may be implemented using a N-Channel MOSFET, as willbe described further in reference to FIG. 5 herein. The electroniccomponent 238 may be, for example, a high performance computing (HPC)equipment, and connected to the sub-bus 230 at a terminal 236. Thesub-bus 240 may include a relay 242 in series with and upstream of aneFuse 244. The eFuse 244 may be implemented using a N-Channel MOSFET.The electronic component 248 may connect to the sub-bus 240 at aterminal 246. The electronic component 248 may be, for example, a GPSsystem. The sub-bus 250 may include a relay in series with and upstreamof an eFuse (not shown for simplicity). The electronic component 258 mayconnect to the sub-bus 250 at a terminal 256. The electronic component258 may be, for example, a LiDAR. Each of the electronic components 238,248, and 258 may be connected to the respective terminals 236, 246, and256, using blind mate connectors. In some embodiments, a number ofchannels or sub-buses may be between eight and twenty-four. In someexamples, a number of channels or sub-buses may be nine. In someembodiments, the relays 232 and 242 may be single pole double throw(SPDT) relays or single pole single throw (SPST) relays.

In some embodiments, the power distribution system 200 may include amicrocontroller 280 (e.g., the controller 118 of FIG. 1 ). Themicrocontroller 280 may acquire data (e.g., telemetry), such as voltageand current readings, from each of the channels or sub-buses 230, 240,and 250. For example, the microcontroller 280 can monitor voltage andcurrent delivered to the electronic component 238 through the eFuse 234.As another example, the microcontroller 280 can monitor a status of therelay 232. For instance, the microcontroller 280 can determine whetherthe relay 232 is in a closed or an open state or position. In someembodiments, the microcontroller 280 may be programmed to controlvarious operations associated with each of the sub-buses 230, 240, and250 based on the acquired data. For example, when the microcontroller280 determines that voltage and/or current reading of the sub-bus 230 isabnormal, the microcontroller 280 may send commands to disable or turnoff the eFuse 234, if the eFuse 234 has not already been disabled orturned off. Alternatively or in addition, the microcontroller 280 maysend commands to switch the relay 232 from a closed state to an openstate. In this way, any potential faults associated with the sub-bus 230and/or the electronic component 238 are isolated from the main power bus290 and, thus, would not cause voltage of the main power bus 290 tocollapse—being “dragged down.” In some cases, after a fault associatedwith a sub-bus or channel clears, the microcontroller 280 may sendcommands to restore power provided to the sub-bus or channel. Forexample, continuing from the example above, after the potential faultsassociated with the channel or sub-bus 230 have been cleared, themicrocontroller 280 may send signals to switch the relay 232 from theopen state back to the closed state. Alternatively or in addition, themicrocontroller 280 may send signals to enable or turn on the eFuse 234.In this way, power provided through the channel or sub-bus 230 can berestored. Further, such measures of controlling the closing of the relay232 prior to turning on the eFuse 234 can prevent inrush current throughthe channel or sub-bus 230, which may shorten operating life of therelay 232. Additionally, such measures greatly reduce chances of currentarcs on the relay 232 as the relay 232 switches from an open state to aclosed state, or vice versa. Additionally, if inrush current or otherfactors trigger a voltage drop, the microcontroller 280 may providevoltage drop protection on an order of microseconds. For example, themicrocontroller 280 can respond to a voltage drop by sending a commandto open a relay. This command can be generated in microseconds inresponse to the voltage drop. In some cases, the microcontroller 280 mayreboot to recover communication with an eFuse if a communication withthe eFuse is lost. For example, in such a rebooting scenario, themicrocontroller 280 may control switching of any of the relays 232, 242,and/or 252, such that any of the relays 232, 242, and/or 252 may beswitched from an open state to a closed state before switching any ofthe respective eFuses 234, 244, and/or 254, from an off state to an onstate. For example, the microcontroller 280 may control the relay 232 tobe switched to a closed state before the transistor 234 is switched toan on state, if the microcontroller 280 determines that power is to betransmitted through the sub-bus 230.

In some embodiments, the microcontroller 280 may determine measures tobe taken if any operating parameters in any of the sub-buses or channels230, 240, and/or 250 become unsafe. For example, the microcontroller 280may determine whether to turn off any of the eFuses such as the eFuses234 and/or 244. The microcontroller 280 may take into account a currentrating in each of the sub-buses or channels 230, 240, and/or 250. Oncean eFuse is shut down, or if the eFuse is otherwise nonoperational, suchas, in a short or a failed state, the microcontroller 280 may determinewhether the operating parameters safely allow that eFuse to be turnedback on, and if so, the microcontroller 280 may attempt to turn thateFuse back on. The microcontroller 280 may control the relays such asthe relays 232 and/or 242 and control coil voltages of any of the relayssuch as the relays 232 and/or 242. The microcontroller 280 may acquireand/or monitor data about voltage, current, power consumption, statuses,and/or temperatures associated with each of the sub-buses or channels230, 240, and 250. The microcontroller 280 may further acquire dataabout humidity of the power distribution system 200, and in response,send a command to control a liquid cooling system based on the humidity.

In some embodiments, the microcontroller 280 may relay or communicatedata (e.g., telemetry) acquired from the sub-buses 230, 240, and 250,and other electronic components to other computing devices or systemsvia a controller area network (CAN) bus 282, which may be a dual CAN businterface. Other communication protocols including ethernet, RS232, I2C,SPI, PWM, and GPIO, and/or other communication protocols supported by802.11 wireless standards may be use in lieu or in addition to the CANbus 282. The microcontroller 280 may further communicate withinput/outlet (I/O) devices such as a data acquisition (DAQ) system 284,which may further include analog-to-digital (AC/DC) converters, and oneor more other I/O devices 286.

In some embodiments, the power distribution system 200 can include oneor more temperature sensors 292 and one or more fans 294. The one ormore temperature sensors 292 can be disposed to various regions,circuits, or components of the power distribution system 200 to measuretemperatures at those regions, circuits, or components. For example, atemperature sensor can be disposed at or near the microcontroller 280 tomeasure heat generated by the microcontroller 280. As another example,temperature sensors can be dispose at or near the eFuses 234, 244 tomeasure heat generated by the eFuses 234, 244. The one or more fans 294can be configured by the microcontroller 280 to turn on in response totemperatures measured by the one or more temperature sensors 292exceeding a threshold temperature value. For example, the one or morefans 294 can be configured to be turned on when at least one temperaturemeasured by the one more temperature sensors 292 exceeds 50 degreeCelsius. Many variations are possible. In some embodiments, themicrocontroller 280 may further adjust a speed of the one or more fans294, a radiator fan, and/or a coolant pump based on a measured currentin one or more of, or a total sum of the currents in the sub-buses 230,240, and 250, or an overall current of the main bus 290. For example, aduty cycle of the coolant pump may be adjusted to be proportional to thesum of the currents in the sub-buses 230, 240, and 250. The one or morefans 294 and the one or more coolant pumps may operate via pulse widthmodulation (PWM). Fault criteria of the coolant pump or a switch of thecoolant pump may be defined based on how long the coolant pump and/orthe switch are operating under abnormal conditions. For example, ifabnormal operation of the coolant pump is detected continuously forlonger than a threshold time period, such as five seconds, a fault maybe sent via the CAN bus. Abnormal operation may occur if a duty cycle ofthe coolant pump falls outside an allowable duty ratio, such as, if theduty cycle becomes 100% or 0%. In another example, if the switch of thecoolant pump is an open circuit for longer than a second threshold timeperiod, such as ten seconds, a fault may be sent via the CAN bus.

FIG. 3 illustrates an exemplary OR-ing controller 300, in accordancewith various embodiments of the present disclosure. In some embodiments,the power source selection module 112 of FIG. 1 may be implemented withone or more of the OR-ing controller 300. As shown in FIG. 3 , theOR-ing controller 300 may provide reverse polarity protection using anideal diode rectifier. A voltage V_(B) from an input power source, suchas from the input power source 222 of FIG. 2 , may be used to drive atransistor 302, which may be a N-Channel MOSFET. Atransient-voltage-suppression (TVS) diode 304 may protect the OR-ingcontroller 300 from positive and negative transient voltages. The TVSdiode 304 may include two unidirectional diodes or a singlebidirectional diode. C_(in) may be an input capacitance. An outputcapacitance C_(O) may prevent voltage output from the transistor 302from collapsing due to power line disturbance. A pin 312 may be an anodeof the ideal diode and supply input power, and may be connected to asource of the transistor 302. A pin 314 may be connected to a chargingcapacitor 307 which provides power to turn on the transistor 302. Thecharging capacitor 307 may be supplied a charging current by a chargepump, which may be enabled when a voltage at an enable pin 316 is abovea threshold voltage. The enable pin 316 may be connected to the pin 312and always be in an on state, or alternatively, may be switched on andoff, for example, by a binary signal. A pin 318 may be a gate driveoutput and connected to a gate of the transistor 302. A pin 320 may be acathode of the diode and connect to a drain of the transistor 302. A pin322 may be a ground pin. In response to a reverse current conditionbeing detected across the pin 312 and the pin 320, for example, when avoltage across the pin 312 and the pin 320 is reduced to below athreshold voltage, the pin 318 may be internally connected to the pin312, resulting in the switching of the transistor 302 to an off state.In general, whether the transistor 302 is in an on or off state dependson a voltage bias applied to the gate of the of transistor 302 by thegate drive output pin 318. For example, when a voltage bias of 5 voltsis applied by the gate drive output pin 318, the transistor 302 isturned on so that the OR-ing controller 300 can allow current to passthrough the transistor 302. On the other hand, as another example, whena voltage bias of 0 volts is applied by the gate drive output pin 318,the transistor 302 is turned off. In this example, the OR-ing controller300 does not allow current to pass through the transistor 302, therebyshutting down a power source to which the OR-ing controller 300 isconnected.

FIG. 4 illustrates an exemplary power source selection module 400, inaccordance with various embodiments of the present disclosure. In someembodiments, the power source selection module 112 of FIG. 1 may beimplemented as the power source selection module 400. As shown in FIG. 4, the power source selection module 400 can comprise two OR-ingcontrollers 402, 404, with each OR-ing controller coupled or connectedto a power source. The OR-ing controllers 402 and 404 may each beimplemented as the OR-ing controller 300. For example, the OR-ingcontroller 402 can be coupled or connected to a primary power sourcesuch as the main power source 210 and the electric power converter 212of FIG. 2 . As another example, the OR-ing controller 404 can be coupledor connected to a redundant power source such as the input power source222 of FIG. 2 . In some embodiments, the power source selection module400 may select a power source to which to distribute power to electroniccomponents based on a control line 410. The control line 410 can includea control signal which can be provided to enable pins of the OR-ingcontrollers 402, 404 (e.g., the enable pin 316 of FIG. 3 ). Based onvoltage level or binary pattern encoded in the control signal, thecontrol line 410 can switch on or off transistors of the OR-ingcontrollers 402, 404 (e.g., the transistor 302 of FIG. 3 ), therebyallowing current to either pass through or not pass through thetransistors. In some embodiments, the power source selection module 400may include an inverter 412 connected in series with the control line410 to an OR-ing controller. For example, as shown in FIG. 4 , thecontrol line 410 to the enable pin of the OR-ing controller 404 caninclude the inverter 412 connected in series. The inverter 412 caninvert the control signal encoded in the control line 410. For example,a control signal encoded in the control line 410 can have a binary valueof 1 (or 5 volts). In this example, the inverter 412 can inverter thecontrol signal from the binary value of 1 to a binary value of 0 (or 0volts). The inclusion of the inverter 412 in the power source selectionmodule 400 enables the power source selection module 400 to select apower source from either the primary power source or the redundant powersource to which to distribute power. For example, a control signalcontaining a binary value of 1 carried in the control line 410 can reachthe enable pin of the OR-ing controller 402. This control signal cancause the OR-controller 402 to turn on the transistor of the OR-ingcontroller 402, thereby allowing current to pass through to the OR-ingcontroller 402. In this example, because of the inverter 412, when thecontrol signal reaches the enable pin of the OR-ing controller 404, thecontrol signal now has a binary value of 0 (or 0 volts) which causes theOR-ing controller 404 to turn off the transistor of the OR-ingcontroller 404, thereby effectively shutting off current from passthrough the OR-ing controller 404.

FIG. 5 illustrates an exemplary electrically programmable fuse (eFuse)500, in accordance with various embodiments of the present disclosure.In some embodiments, the eFuse 500 may comprise a transistor 502 and atransistor controller 504. The transistor controller 504, in someembodiments, can be a semiconductor device (e.g., a chip) comprising aplurality of input and output pins to control and monitor variousattributes of the eFuse 500. For example, the transistor controller 504can generate, through the output pins, a voltage bias to turn on or offthe transistor 502. As another example, the transistor controller 504can monitor voltage and current associated with the eFuse 500 throughthe input pins. As shown in FIG. 5 , in some embodiments, the transistorcontroller 504 can include an output voltage sense pin 510 connected toan output of the transistor 502, a gate drive output pin 512 connectedto a gate of the transistor 502, a voltage sense input pin 514 connectedto an input of the transistor 502, a supply voltage input 516 pin topower the transistor controller 504, an under-voltage lock-outcomparator input pin 518, an over-voltage protection comparator inputpin 520, a fault status input pin 522, and an enable input in 524.Through these pins, the transistor controller 504 can be configured tocontrol and monitor various attributes of the eFuse 500.

In various embodiments, the eFuse 500 may provide overcurrent and shortcircuit protection of a voltage bus (e.g., a power bus, a sub-bus, etc.)to which the eFuse 500 is connected to. For example, in an overcurrentscenario, if current through the transistor 502 exceeds a thresholdvoltage to which the eFuse 500 is programmed to protect against, thetransistor controller 504, in response, can generate a voltage biasthrough the gate drive output pin 512 to turn off the transistor 502. Inthis example, by turning off the transistor 503, no current passesthrough the transistor 502 and thus isolating the voltage bus from othervoltage buses (e.g., other sub-buses). Over current can occur, forexample, when a voltage bus is shorted to a ground, when electroniccomponents draw too much current (i.e., power), or alternatively, toomany electronic components being connected to a voltage bus. Byisolating the voltage bus, the eFuse 500 can protect a powerdistribution system (e.g., the power distribution system 200 of FIG. 2 )from being dragged down by an overcurrent or short circuit event. Inthis way, other electronic components connected to the powerdistribution system remain functional and not affected by theovercurrent event. For example, a power distribution system candistribute power to a LiDAR and a fan that cools batteries in twoseparate voltage buses (e.g., sub-buses), with each voltage busprotected by an eFuse. In this example, if a short develops in thevoltage bus to which the fan is connected to, an overcurrent event wouldresult and, correspondingly, the corresponding eFuse would be turned offso no power is delivered to the fan. In this example, because the LiDARis on a different voltage bus, power delivery to the LiDAR will not beaffected and the LiDAR will continue to be functional. In someembodiments, when a fault, such as overcurrent, clears, the eFuse 500can be turn back to an on state so power delivered through the eFuse 500is restored. For example, the transistor controller 504 can generate avoltage bias through the gate drive output pin 512 to turn on thetransistor 502, allowing current to flow through the transistor 502.

FIG. 6 illustrates an exemplary electrically programmable fuse (eFuse)600, in accordance with various embodiments of the present disclosure.In some embodiments, the eFuse 600 can be used in combination with therelay 242 of FIG. 2 . In FIG. 6 , the eFuse 600 includes integratedback-to-back transistors 602 and 604, which may be N-Channel MOSFETSthat provide bidirectional current control to prevent current drainageback to a failed supply bus. The eFuse 600 is programmed to includeovercurrent, dV_(o)/dt ramp, overvoltage, and undervoltage thresholds.In general, the eFuse 600 functions similar to the eFuse 500 discussedin reference to FIG. 5 . For example, like the eFuse 500, the eFuse 600can provide protect against an overcurrent or short circuit event. Insome cases, like the eFuse 500, the eFuse 600 can be configured torestore power distributed through the eFuse 600, for example, through amicrocontroller such as the microcontroller 280.

FIG. 7 illustrates a simulation result 700 of a power source selectionmodule, in accordance with various embodiments of the presentdisclosure. As shown in the simulation result 700, graph 710 illustratesa total amount of current passing through the power source selectionmodule, such as OR-ing controllers 402 and 404 of FIG. 4 . The totalcurrent is summed from both a main power path such as the main powerpath 214 of FIG. 2 and a backup power path such as the backup power path224 of FIG. 2 . The total current as shown in the graph 710 staysrelatively constant, with some vibrations at times 10 ms and 20 ms, whenthe main power is switched off and on, respectively. Graph 720illustrates an amount of current passing through the backup power path.As the backup power path is switched on at times between 10 ms and 20ms, the current passing through the backup power path is increasedduring those times, but no current flows through the backup power pathoutside of those times because the backup power path is switched off.Graph 730 illustrates an amount of current passing through the mainpower path. As the main power path is switched off at times between 10ms and 20 ms, the current passing through the main power path isdecreased to zero during those times, and outside of those times,current does flow through the main power path because the power isswitched on at those times. Graph 740 illustrates a total voltage acrossthe backup power path, which stays relatively constant at 12 voltsthroughout the entire time. Graph 750 illustrates a total voltage acrossthe main power path, which has a voltage of 16 volts. When the poweracross the main power path is switched off, the voltage across the mainpower path decreases to 12 volts because the main power path is nowpowered through the backup power path. Graph 760 illustrates a totaloutput voltage. Up until time 10 ms, the output voltage is 16 voltsbecause the main power path is switched on. Between times 10 ms and 20ms, the output voltage is 12 volts because the backup power path isswitched on. After time 20 ms, the output voltage is 16 volts becausethe main power path is switched on. Thus, as a result of the OR-ingcontroller, an output current is maintained to be constant while anoutput voltage matches a voltage across whichever path is switched on.

FIG. 8A illustrates an exemplary power distribution system 800, inaccordance with various embodiments of the present disclosure. FIG. 8Ashows a front view and a back view of the power distribution system 800.As shown in the front view in FIG. 8A, in some embodiments, the powerdistribution system 800 can include a input power port 802 and aplurality of communication ports 804. The input power port 802 can beused to connect dual power sources to the power distribution system 800.For example, power from a primary power source (e.g., the primary powersource 120 of FIG. 1 ) and power from a redundant power source (e.g.,the redundant power source 122 of FIG. 1 ) can be routed to the powerdistribution system 800 by connecting a cable or a harness from theprimary power source and the redundant power source to the input powerport 802. The plurality of communication ports 804 can be used toestablish communication between the power distribution system 800 toother computing systems or devices, thereby allowing the powerdistribution system 800 to transmit data (e.g., telemetry) such asvoltages, currents, and status of relays and eFuses associated withvarious voltage buses and sub-buses to the other computing systems ordevices. For example, the power distribution system 800 can be connectedto a CAN bus through a CAN port 804 a, thereby allowing the powerdistribution system 800 to report telemetry through the CAN bus to adata processing computing system of an autonomous vehicle. As anotherexample, the power distribution system 800 can be connected to anethernet network through an ethernet port 804 b, thereby allowing thepower distribution system 800 to report telemetry through the ethernetnetwork (e.g., a local area network or LAN). Also shown in the frontview, in some embodiments, the power distribution system 800 can includea plurality of proliferated holes through which fans (e.g., the one ormore fans 294 of FIG. 2 ) associated with the power distribution system800 can create air flows to cool the power distribution system 800.

As shown in the back view in FIG. 8A, in some embodiments, the powerdistribution system 800 can include a plurality of output power ports810. Each of the plurality of output power ports 810 can correspond toeach of a plurality of sub-buses or voltage buses (e.g., the pluralityof sub-buses 116 a-116 n of FIG. 1 ). For example, a power output port810 a can correspond to sub-bus 116 a of FIG. 1 , or alternatively, tothe sub-bus or channel 230 of FIG. 2 . In some embodiments, each outputof the plurality of output power ports 810 can be configured or adaptedto fit a particular power port standard. For example, the power outputport 810 a can be fitted with a particular connector type to providepower to a specific power port of an electronic component. For instance,the power output port 810 a can be fitted with a connector compatiblewith a harness to provide power to a LiDAR and output power ports 810 b,810 c can be fitted with connectors compatible with harnesses to providepower to cameras. Many variations are possible.

FIG. 8B illustrates an exemplary diagram of an implementation of a powerdistribution system, in accordance with the embodiments shown inprevious FIGS. 1-7 and 8A. In FIG. 8B, a power distribution system 872may be disposed in a trunk 870 of a vehicle, such as the vehicle 101.The power distribution system 872 may be implemented as the powerdistribution system 110 or 200. The power distribution system 872 maysupply power and connect to electronic components throughout thevehicle, including on a roof 860, drive by wire (DBW) components 820, atrunk 830, a cabin 840, and a floor 850. Safety interlock features 842may include high voltage (HV) and thermal monitoring and interlockmechanisms. For instance, if a junction temperature of a transistor inthe power distribution system 872 exceeds a threshold temperature, thegate across the transistor may be switched off, and/or an associatedeFuse may be switched off. Other power sources such as an alternator 852may generate an alternating current, to be converted into a directcurrent by an alternating current (AC)/direct current (DC) converter854. The direct current may charge a secondary battery 856. Moreover,power generating mechanisms such as regenerative braking may supplyadditional alternating current to be converted by the AC/DC converter854. For example, the a kinetic energy of the movement of the vehicle101 may be converted into the alternating current during deceleration ofthe vehicle using a motor connected to a brake. In some examples, themotor may run in a reverse direction during braking.

The power distribution system 872 may further include a single channelcover that may be designed to a programmable ingress protection (IP)standard for high computation equipment from 30 A to 120 A. The powerdistribution system 872, when attached to the vehicle, is damped fromvibrations of the vehicle while driving. The power distribution system872 may further have multiple states including a normal operational modewhile the vehicle is running but will go into sleep mode when thevehicle stops running to conserve the main power supply and/orlow-voltage battery.

FIG. 9A illustrates a wake sequence 900 of a power distribution system,in accordance with various embodiments of the present disclosure. Asshown in FIG. 9A, in some embodiments, a power distribution system 904(e.g., the power distribution system 110 of FIG. 1 ) can becommunicatively coupled to a CAN bus 902. Through the CAN bus 902, thepower distribution system 904 can report telemetry of various voltagebuses to a data processing computing system of an autonomous vehicle. Insome embodiments, the data processing computing system can cause thepower distribution system 904 to execute the wake sequence 900 bysending a wake command 912 through the CAN bus 902. The wake command 912can be received by a CAN transceiver 906 through a CAN port of the powerdistribution system 904 (e.g., the CAN port 804 a of FIG. 8A). The CANtransceiver 906 can then cause a power management chip 908 to be wakenup. The power management chip 908 may be controlled by a controller 910using a serial peripheral interface (SPI) bus. The controller 910 may beimplemented as the controller module of FIG. 1 or the microcontroller280 of FIG. 2 . As a result of the power management chip 908 being wakenup, the power management chip 908 may enable or turn on variouscomponents, such as relays, eFuses, and electric power converters,associated with the power distribution system 910. The boot sequencewill be discussed in further detail in reference to FIG. 9B immediatelybelow.

FIG. 9B illustrates a boot sequence 940 of a power distribution system,in accordance with various embodiments of the present disclosure. Once acontroller 942 (e.g., the controller 910 of FIG. 9A) is turned on by awake command (e.g., the wake command 912 of FIG. 9A), the controller 942can generate commands (e.g., signals, operating voltages) to turn onvarious circuits of a power distribution system (e.g., the powerdistribution system 904 of FIG. 9A). These commands can be distributedthrough a general purpose input and output (GPIO) port 944 to aninter-integrated circuit (I2C) bus 946 and/or a serial peripheralinterface (SPI) bus 948 to turn on components or controllers thatcontrol and monitor various relays, transistors, and/or eFusesassociated with various voltage buses of the power distribution system.For example, the controller 942 may send a command through the GPIO port944 and the SPI bus 948 to a power source selector 950 (e.g., the powersource selection module 112 of FIG. 1 ) to select a power source fromwhich to distribute power. As another example, the controller 942 maysend a command through the GPIO port 944 and the I2C bus 946 to enableor turn on a voltage bus 952 (e.g., the main power bus 114 and/or theplurality of sub-buses of FIG. 1 ) to enable power downstream of thevoltage bus 952. Many variations are possible. For example, thecontroller 942 may send a command to the power source selector 950through the I2C bus 946 instead of the SPI bus 948. Likewise, thecontroller 942 may send a command to enable the voltage bus 952 throughthe SPI bus 948 instead of the I2C bus 946. Once various voltage busesof the power distribution system are turned on, the boot sequence 940can boot up an operating system with which to manage various computingtasks (e.g., threads, shells, instructions, etc.) associated with thepower distribution system. In some embodiments, the operation system canbe a real-time operating system (RTOS) designed specifically forembedded systems. For example, the real-time operating system may beimplemented using FreeRTOS.

FIG. 9C illustrates a sleep sequence 960 of a power distribution system,in accordance with various embodiments of the present disclosure. Asshown in FIG. 9C, upon detection of a vehicle being in an off state, aremote host 962 can send a sleep command, through a CAN bus 964, to apower distribution system 966 to cause the power distribution system 966to power down. A CAN transceiver 968 may receive the sleep command andforward this sleep command to a controller 972, which may be implementedas the controller module of FIG. 1 or the microcontroller 280 of FIG. 2. The controller 972 may prepare to enter a sleep sequence by turningoff all buses and sub-buses, wait until the CAN transceiver 968 is idle,and program a power management chip 970 to enter a sleep mode. The powermanagement chip 970 may be controlled by the controller 972 using aserial peripheral interface (SPI) bus. The power management chip mayenter the sleep mode unless preempted. The sleep mode may be preemptedby a wake command from the remote host 962 or from another remote host.

The power distribution system may store log data, such as persistentdata during the aforementioned sequences and calibration data, topersistent storage which may include two 512-byte buffers in RAM. One ofthe buffers may receive new log data white the other buffer may bewritten to flash in the background if that other buffer is full.

FIG. 10 illustrates a flowchart of a method 1000, in accordance withvarious embodiments of the present disclosure. In this and otherflowcharts, the flowchart 1000 illustrates by way of example a sequenceof steps. It should be understood the steps may be reorganized forparallel execution, or reordered, as applicable. Moreover, some stepsthat could have been included may have been removed to avoid providingtoo much information for the sake of clarity and some steps that wereincluded could be removed, but may have been included for the sake ofillustrative clarity. The description from other FIGURES may also beapplicable to FIG. 10 .

In step 1002, the method 1000 can detect a fault in a sub-bus of aplurality of sub-buses based on a telemetry signal from an electricallyprogrammable fuse (eFuse) associated with the sub-bus, wherein theplurality of sub-buses are coupled to a main power bus. In step 1004,the method 1000 can determine a fault type associated with the faultbased on the telemetry signal from the eFuse. In step 1006, the method1000 can generate a command to cause a relay associated with the sub-busto change to a relay state.

The techniques described herein, for example, are implemented by one ormore special-purpose computing devices. The special-purpose computingdevices may be hard-wired to perform the techniques, or may includecircuitry or digital electronic devices such as one or moreapplication-specific integrated circuits (ASICs) or field programmablegate arrays (FPGAs) that are persistently programmed to perform thetechniques, or may include one or more hardware processors programmed toperform the techniques pursuant to program instructions in firmware,memory, other storage, or a combination.

FIG. 11 is a block diagram that illustrates a computer system 1100 uponwhich any of the embodiments described herein may be implemented. Thecomputer system 1100 includes a bus 1102 or other communicationmechanism for communicating information, one or more hardware processors1104 coupled with bus 1102 for processing information. A descriptionthat a device performs a task is intended to mean that one or more ofthe hardware processor(s) 1104 performs.

The computer system 1100 also includes a main memory 1106, such as arandom access memory (RAM), cache and/or other dynamic storage devices,coupled to bus 1102 for storing information and instructions to beexecuted by processor 1104. Main memory 1106 also may be used forstoring temporary variables or other intermediate information duringexecution of instructions to be executed by processor 1104. Suchinstructions, when stored in storage media accessible to processor 1104,render computer system 1100 into a special-purpose machine that iscustomized to perform the operations specified in the instructions.

The computer system 1100 further includes a read only memory (ROM) 1108or other static storage device coupled to bus 1102 for storing staticinformation and instructions for processor 1104. A storage device 1110,such as a magnetic disk, optical disk, or USB thumb drive (Flash drive),etc., is provided and coupled to bus 1002 for storing information andinstructions.

The computer system 1100 may be coupled via bus 1102 to output device(s)1112, such as a cathode ray tube (CRT) or LCD display (or touch screen),for displaying information to a computer user. Input device(s) 1114,including alphanumeric and other keys, are coupled to bus 1102 forcommunicating information and command selections to processor 1104.Another type of user input device is cursor control 1116. The computersystem 1100 also includes a communication interface 1118 coupled to bus1102.

Unless the context requires otherwise, throughout the presentspecification and claims, the word “comprise” and variations thereof,such as, “comprises” and “comprising” are to be construed in an open,inclusive sense, that is as “including, but not limited to.” Recitationof numeric ranges of values throughout the specification is intended toserve as a shorthand notation of referring individually to each separatevalue falling within the range inclusive of the values defining therange, and each separate value is incorporated in the specification asit were individually recited herein. Additionally, the singular forms“a,” “an” and “the” include plural referents unless the context clearlydictates otherwise. The phrases “at least one of,” “at least oneselected from the group of,” or “at least one selected from the groupconsisting of,” and the like are to be interpreted in the disjunctive(e.g., not to be interpreted as at least one of A and at least one ofB).

Reference throughout this specification to “one embodiment” or “anembodiment” means that a particular feature, structure or characteristicdescribed in connection with the embodiment is included in at least oneembodiment of the present invention. Thus, the appearances of thephrases “in one embodiment” or “in an embodiment” in various placesthroughout this specification are not necessarily all referring to thesame embodiment, but may be in some instances. Furthermore, theparticular features, structures, or characteristics may be combined inany suitable manner in one or more embodiment.

A component being implemented as another component may be construed asthe component being operated in a same or similar manner as the anothercomponent, and/or comprising same or similar features, characteristics,and parameters as the another component.

1. A power distribution system comprising: a main power bus; sub-busescoupled to the main power bus, the sub-buses providing power toelectrical components of a vehicle, wherein at least a portion of thesub-buses includes an electrically programmable fuse (eFuse) in serieswith a relay; and a controller configured to: detect a fault in asub-bus of the sub-buses; and in response, selectively generate acommand to cause the relay to change a relay state.
 2. The powerdistribution system of claim 1, wherein the eFuse comprises a transistorand a transistor controller, wherein the transistor controller isconfigured to: generate a first voltage bias to the transistor to causethe transistor to be in an on state, wherein the first voltage biascauses current to flow from the main power bus to a sub-bus through thetransistor; monitor the current through the transistor; in response tothe current exceeding a threshold value, generate a second voltage biasto the transistor to cause the transistor to be in an off state, whereinthe second voltage bias ceases the current through the transistor; andgenerate a telemetry signal, wherein the telemetry signal indicates achange in a transistor state.
 3. The power distribution system of claim1, wherein the controller is configured to: detect the fault in thesub-bus based on the telemetry signal received from the transistorcontroller; and the telemetry signal indicates the transistor changedfrom the on state to the off state.
 4. The power distribution system ofclaim 3, wherein: the fault is an overcurrent condition.
 5. The powerdistribution system of claim 4, wherein the relay state is an open relaystate.
 6. The power distribution system of claim 1, further comprising:output power ports, wherein each of the output power ports correspondsto a sub-bus of the sub-buses.
 7. The power distribution system of claim1, further comprising: output power ports, wherein each of the outputpower ports corresponds to a sub-bus of the sub-buses.
 8. The powerdistribution system of claim 7, wherein the output power ports compriseone or more different connector types through which power to theelectronic components of the vehicle is distributed.
 9. The powerdistribution system of claim 1, wherein the electrical components of thevehicle includes groups of: radars, cameras, light detection and ranging(LiDAR) sensors, global positioning system (GPS) devices, communicationdevices, computing devices, and in-cabinet infotainment devices.
 10. Thepower distribution system of claim 9, wherein each group of theelectronic components receives power from a sub-bus of the sub-buses.11. The power distribution system of claim 1, further comprising: one ormore temperature sensors; one or more fans; and wherein the controlleris further configured to: monitor temperatures associated with the powerdistribution system using the one or more temperature sensors; andgenerate an activation command to activate the one or more fans inresponse to one of the temperatures exceeding a threshold value.
 12. Thepower distribution system of claim 11, wherein the one or more fans drawpower from a sub-bus of the sub-buses.
 13. The power distribution systemof claim 1, further comprising: an input power port configured toreceived power from a primary power source and a redundant power source,wherein the input power port is connected to the main power bus; andcommunication ports, wherein at least one of the communication portsenables the controller to communicate to computing devices of thevehicle over a local network.
 14. The power distribution system of claim13, wherein the one or more fans draw power from a sub-bus of thesub-buses.
 15. The power distribution system of claim 1, wherein thecontroller is further configured to monitor a voltage, a current, and atemperature associated with each of the sub-buses monitor a voltage, acurrent, and a temperature associated with each of the sub-buses.
 16. Acomputer-implemented method of operating a power distribution systemcomprising: detecting, by a controller of the power distribution system,a fault in a sub-bus of a plurality of sub-buses based on a telemetrysignal received from an electrically programmable fuse (eFuse)associated with the sub-bus, wherein the plurality of sub-buses arecoupled to a main power bus of the power distribution system; andselectively generating, by the controller, a command to cause a relayassociated with the sub-bus to change a relay state.
 17. Thecomputer-implemented method of claim 16, wherein the relay state is anopen state.
 18. The computer-implemented method of claim 16, furthercomprising: generating, by the controller, a second command to cause therelay to change from the relay state to a second relay state; andgenerating, by the controller, a third command to cause the eFuse toclear the fault.
 19. The computer-implemented method of claim 18,wherein the second relay state is closed state.
 20. Thecomputer-implemented method of claim 18, wherein the third command tocause the eFuse to clear the fault comprises: generating a voltage biasto a transistor of the eFuse to cause the transistor to be in an onstate, wherein the voltage bias causes current to flow from through thetransistor.